Electric signaling apparatus



5 Sheets-Sheet 1.

(No Mqdei.)

G, E. MILLER. ELECTRIC SIGNALING APPARATUS.

Patented Jan. 1,"1895.

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(No Model.) 6 Sheets-Sheet 2.

G. E. MILLER. ELECTRIC SIGNALING APPARATUS.

N0. 532 003. Patented Jan. 1, 1895.

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5 Sheets-Sheet 3.

(No Model.)

G. E. MILLER. ELEGTRIG SIGNALING APPARATUS.

No. 532,0()3. Patented Jan. 1, 1895'.

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(No Model.) 5 Sheets-Sheet 4,

G. E. MILLER. ELEGTRIG SIGNALING APPARATUS.

No. 532,003. Patented Jan. 1, 1895.

WI gasses. ww I (No Model.) 5 Sheets-Sheet '5.

G. E. MILLER. ELECTRIC SIGNALING APPARATUS.

No. 532,003. Patented Jan. 1, 1895.

r 4 E529 I Jv I D j a 1 Q U U UNITED STATES PATENT rricn.

GEORGE E. MILLER, OF SAUGUS, MASSACHUSETTS, ASSIGNOR TO THE AMER-I- OANELECTRIC TRAIN AND S'VVITOII SIGNAL COMPANY, OF PORTLAND,

MAINE.

ELECTRIC SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 532,003, dated J anuary1, 1895.

Application filed January 24, 1894. Serial No. 497,925- (No model.)

To all whom it may concern.-

Be it known that I, GEORGE E. MILLER, a citizen of the United States,and a resident of Saugus, in the county of Essex and State ofMassachusetts, have invented new and useful Improvements in ElectricSignaling Apparatus, of which the following, taken in connection withthe accompanying drawings, is a specification.

My invention relates to improvements in electric signaling apparatus forrailway cars and consists in means for automatically signaling betweentrains on the same track when within any predetermined or danger :5distance for instance a mile or more orless as may be desired accordingto thelength of the trains.

It is also adapted for use in connection with switches and consists inmeans for automatically informing the engineer of an ap proaching trainwhen a switch is misplaced.

It also consists in means for automatically signaling to the engineer ofan approaching train in case a car on a siding should overhang or not beleft perfectly clear of the main track for such approaching train.

It also consists in means for automatically warning the engineer of anapproaching train that a draw-bridge is open in whole or part and thatthe track is not clear at such place.

It also consists in a grade crossing signaling device arranged at suchcrossing for the purpose of automatically informing passengers oroccupants of such grade crossing that 5 a train is approaching; and italso consists in means for establishing metallic connection between thecentral insulated conductor and the rails from any car when desired forthe purpose of signaling to approaching trains in case the train hasbroken apart or for the purpose of signaling from a car on the train tothe engineer in charge as will hereinafter be more fully shown anddescribed reference being had to the accompanying drawings,

5 wherein- Figure 1, represents a perspective view of the signalingapparatus as applied to switches and side tracks. Fig. 2, represents across section on the line 2--2 in Fig. 1 showing one of 5c the carwheels in position. Fig. 3, represents a perspective view of thesignaling apparatus as applied to a draw-bridge, the latter being shownas partly open. Fig. 4, represents a perspective view of the signalingapparatus as applied to a grade crossing. Fig. 5, represents a sideelevation partly shown in section of the armature motor and alternatingcurrent generator and its connections. Fig. 6, represents a sideelevation partlyshown in section of the armature motor. Fig. 7,represents an enlarged section on the line 77 in Fig. 5 showing thevalve lever and its insulated contacts for changing the direction of theelectric current. Fig. 8, represents sections respectively on the lines8, 8, and 8*, 8, shown in Fig. '7. Fig. 9, represents a side elevationof a part of the caboose of a freight train showing device for shortcircuiting the A insulated central conductor and rails; and Fig. 10,represents an end view of the same partly shown in section.

Similar letters refer to similar part-s wherever they occur on thedifferent parts of the drawings.

In Figs, 1, 3, 4, 5, 9, and 10 A A represent the rails and B B the tiesor sleepers of a rail road track in the usual manner. The rails areWired together at their abutting ends so as to serve as a means forestablishing an electrical connection between the engines or trains,(Km, for which the electric signaling apparatus is to be used. Betweenthe rails A A is laid a duplexinsulated and alternately broken metalconductor (3 O as shown and described in the patent granted to meOctober 31, 1893, No. 507,918.

In Figs. 1, 3 and 4 D represents an engine or other part of a train onwhich the electric signaling apparatus is located, such apparatus beingpreferably located in the cab of the engine as represented in myaforesaid Letters Patent.

On each train preferably on its locomotive or tender is arranged aninsulated brush wheel or sweeper E which is held in metallic 9 5connection with the duplex alternately broken conductor 0 O in a mannerand for a purpose as fully shown and described in my above mentionedpatent.

Upon each' train is carried my improved mo signaling apparatus as shownin Figs. 1, 3, 5, 6, 7, and 8 and it consists of an alternating currentmagneto electro machine of any suitable construction having a rotaryarmature F secured to an armature shaft f as shown.

G G represent the pole pieces, H H the commutator and h h the sweepersas is common in magneto electro machines.

The armature F is set in rotation by a motor preferably applied directlyto the armature shaft f and in the drawings I have shown for thispurpose such motor consisting of a casing or shell I having hearings inwhich the armature and motor shaft f is journaled. Within the casingI isarranged upon the shaft f a bucket or fan wheel I which is rotated by asteam jet from the nozzle 1" which is connected by means of a pipe I tothe steam boiler of the locomotive, such boiler being however not shownin the drawings.

K represents a valve or cut off on the steam supply pipe I and 7c is thevalve spindle thereon which is longitudinally adjusted by means ofametal lever L connected to it and pivoted at Z to a plate or bracket Mas shown in Fig. 7.

To the bracket Mare secured the insulated metallic contact pieces M Mwith which the lever L is alternately brought in contact when closingand opening the said valve K for a purpose as will hereinafter be morefully described.

N represents a suitable'electric bell alarm or other signal preferablyarranged in the cab of the engine and provided with electro-magnets n nas shown.

Any suitable sound or sight signal or both may be used without departingfrom the essence of my invention.

The brush E on each train or engine is metallically connected by meansof a wire 6 to a wire 6' leading to and through the spool n which isconnected to the spool 01. as shown. The other endof the wire 6 isconnected to the metal contact piece M as shown in Figs. 1, 3, and 5.From the spool n leads a wire 6 to the sweeper h and from the sweeper hleads a wire 6 to the metal contact piece M" as shown. From the lever Lleads a wire Z to a suitable telegraph circuit breaker Z which isnormally held in contact with a preferably spring pressed telegraph keyZ which is metallically connected to a wire Z leading to any metallicpart of the engine or train that is in metallic connection with therails A as fully represented in Figs. 1, 3, and 5. It will thus be seenthat when two engines or trains approach each other sufficiently near soas to cause their sweepers E to be in metallic contact with one of thealternately broken conductors O the alternating electric current causedby the electro magneto generators will be closed through theirrespective alarms thus causing the latter to be sounded or shown on eachtrain as long as they remain Within the predetermined danger distancethus automatically giving notice to the engineers or other persons incharge of the trains that they are too near each other and givingwarning to slow up, stop and carefully examine the cause. As soon as thealarm ceases it is an indication to the engineers that the danger limitis passed and that they can proceed with safety.

It will be noticed that the electric circuit through the generator andalarm is closed by the opening of the valve K which causes the lever Lto be metallically connected to the contact M" as soon as the armatureshaft is set in rotation, and remains so as long as the armature isrotated.

In using the electric signaling apparatus its armature is rotated aslong as the locomotive is on the road whether such locomotive is runningor stationary at stations or intervening parts of the track.

When the locomotive reaches its terminal station and it is no longernecessary to receive signals from incoming trains, the valveK is closedby the depression of the lever L causing the steam to be cut off fromthe motor I and thus stopping the armature from rotation. Suchdepression of the lever L causes it to be brought against the contact Mby which the'current from an approaching engine is short circuitedthrough wires e 6, contact M, lever L, wires Z l and the telegraph key(it the latter is used) without going through the alarm on such stalledor stationary engine. The incoming train however on which the armatureof the magneto electric generator is rotated receives an automaticsignal by the closing of the electric current through its alarm as soonas it reaches the desired limit distance from the said stalled orstationary locomotive.

In Fig. 1, I have shown my electric signaling apparatus in connectionwith a switch in a similar manner to that shown and described in myabove mentioned patent. In said Fig. 1, 0 represents a switch stand ofany well known construction secured to one side of the track as usual.In said stand is j ournaled the crank shaft P which is positivelyconnected to the pivoted switch points A A as usual in railroadswitches. The stand 0 is metallically connected to the rails A A bymeans of a wire 0 as shown in Fig. 1. To the stand 0 is secured aninsulated yielding spring electrode 0 which is metallically connected tothe duplex central alternately broken conductors O by means of wires 0 Oas shown. On the switch shaft P is secured a metal cam or projection 19which is brought in metallic contact with the insulated spring electrode0" when the switch A A is left open as shown in Fig. 1 in which positioncommunication is established between the rails A A and middle conductorsO O causing an alarm to be given on an approaching engine or train assoon as it reaches within danger distance of the switch. If the switchis set so as to leave the main track free and open no signal will begiven on the approaching train as the circult is broken between therails A and middle conductors C.

In Figs. 1 and 2 I have also represented my improved device forautomatically signaling to the engineerof an approaching train in case acar on a siding should overhang or not be left perfectly clear of themain track for such approaching train.

In Figs. 1 and 2 A A represent the rails of a siding which communicatewith the main track A A by means of the adjustable switch A A as iscommon in track arrangements. On the inside of one of the rails A" Isecure to the sleepers B a wooden stringer or rail A which serves as aninsulator for the metal bar or plate A which is secured to it in anysuitable manner. Said metal plate A is arranged at or near the junctionwith the switch or in such relative position thereto as to cause a caron said siding to overhang the main track it anyone of the flanges ofthe wheels cl is in contact with said plate A as shown in Fig. 2. A wireA 0 establishes metallic connection between said metal plate A on thesiding with the central alternately broken conductors C on the maintrack as shown. The rails A A" of the siding are metallically connectedto the main track rails A A by means of wires a a as shown in Fig. 1. Itwill thus be seen that if a car on the siding should overhang the maintrack one or more of its wheel flanges will be in contact with the plateA by which the circuit is closed between central conductors C and railsof the main track causing an alarm to be given on an approaching trainand thereby giving warning to the person in charge of such train thatsomething is wrong ahead. This is very essential as although the switchmay be closed and locked still a car on the siding may accidentally beleft to overhang the main track in which case warning will automaticallybe given to approaching trains no matter in what direction they maycome.

In Fig. 3 is shown the improved electric signaling apparatus as appliedto a draw bridge Q on which R is made to represent one of the stationaryabutments or approaches in which is fitted and properly secured a metalframe R which is connected to the track rails A by means of a wire R" asshown. Vithin said frame is secured an insulated contact piece R whichis connected to the duplex central and alternately broken conductors Gby means of a wire R as shown in said Fig. 3.

In bearings in the metal frame R is movable a circuit breaking andclosing boltr having a collar or flange 7" which is forced against theinsulated contact piece R by the influence of a spring r as soon as thedraw bridge Q is moved or swung out of its closed position as shown inFig. 3 thus short circuiting the rails A A and conductor 0 causing analarm to be sounded in the approaching engine and warning the person incharge thereon of danger ahead. In closing the draw bridge its edgecomes in contact preferably with a spring 1' as shown in Fig. 3 causingthe bolt 1' to be pressed inward by which the flange r is moved awayfrom the contact piece thus breaking the circuit between rails A A andcentral conductor 0 so as to give no alarm on an approaching engine ortrain thus indicating that the draw bridge ahead is in proper positionfor the free passage of the train.

In Fig. 4 S represents a grade crossing go-' ing laterally or nearly soacross the rail road track and it is very desirable that an automaticalarm should be sounded at such place to warn passengers on such gradecrossing of the near approach of a train or engine equipped by myimproved electric signal device and; for this purpose I locate on suchgrade cross ing an electric bell alarm 'l on which T 'l are the electromagnet coils which are connected respectively by means of wires 25' t"to the rails A and central conductor 0 as shown in said Fig. 4 causingthe electric current to be closed through the electric alarm as soon asa train equipped as above mentioned approaches within a mile or so fromsaid grade crossing. It is also very desirable in electric trainsignaling systems to enable a signal to be given from a car on the trainto the engineer thereon, or to cause a signal to be given to anapproaching train from a car-left on the track in case the train shouldbe broken apart and forthis purpose I have represented this arrangementin Figs. 9 and 10 in which U represents the caboose or tail car of afreight train or it may represent any car on a passenger train as may bedesired. Below said car is arranged a suitable metal bracket V in whichis guided the metal stem V of the brush or sweeper V" which is normallyheld out of contact with the central conductors O O by any suitablemechanism and I have for this purpose shown a lever V pivoted in one endat V and jointed about midway to the upper end of the stem V and havingconnected to its free end a cord or strap V suitably guided on pulleys VV and adapted to be secured in position within the car by any suitablemeans as shown in Fig. 10 so as to hold the brush or sweeper V" out ofcontact with the conductors O C when it is not desired to signal to theengineer on the same train or to any approaching train.

The bracket V or any of its metallic parts is connected to the wheels WW or any of its metal connections by means of a wire 20 by whicharrangement it will be seen that the rails A A and central conductors Gwill be short circuited as soon as the brush or sweeper V is releasedand allowed to come in contact with the conductors G thus causing asignal to be given to the engineer in charge of the train to which thecar is attached as may be needed from time to time, for instance tonotify the engineer to stop, put on brakes or back or otherwise as maybe desired. In case a car thus equipped should for any reason break awayfrom the train and be left on the track a signal may be given to anapproaching or departing train simply by lowering the brush or sweeperV" in contact with the central conductor 0 by which the desired resultis obtained as above described.

I-Iavingthus fully described the nature, construction, and operation ofmy invention, I wish to secure by Letters Patent and claim- 1. In anelectric railway signaling apparatus an electric current generator andsteam motor connected thereto and an insulated duplex alternately brokenconductor combined with an alarm or signal in the circuit a sweeperelectrically connected to the conductors, electrical connections betweenthe track rails and generator and a steam valve for the motor having alever arranged in the circuit when the valveis open and means forcutting out the alarm or signal from the circuit when said valve leveris closed substantially as and for the purpose set forth.

2. In an electric railway signaling apparatus, the combination of aninsulated duplex alternately broken conductor located between the trackrails, an alternating electric current generator carried on the engineor train, a rotary steam motor connected to the armature of saidgenerator, a sweeper electrically connected with the generator andinsulated conductor, electrical connection between the generator andtrack rails, an alarm or signal in the circuit, a steam valve for themotor having a lever arranged in the circuit when the valve is open, andmeans for cutting out the alarm or signal from the circuit when saidvalve is closed, substantially as described.

3. In an electric railway signaling apparatus, the combination of themain track rails, an insulated duplex alternately broken conductor, anengine or train carrying an alterelectrically connecting said generatorand conductor, electric connections between the main track rails andgenerator, an alarm or signal in the circuit, a siding having astationary insulated metal bar rigidly support-edadjacent to one of itsrails and adapted to be electrically connected by car-wheel flanges, andan electrical connection between said bar and the conductor,substantially as described.

4. In an electric railway and draw bridge signaling apparatus, thecombination of the track rails, an insulated duplex and alternatelybroken conductor, an alternating electric current generator carried onthe train, a sweeper electrically connecting the said conductor andgenerator, an electrical connection between the main track rails and thegenerator, an alarm or signal in the circuit, and a circuit breaker andcloser arranged adjacent to the draw bridge and comprising a frame, aninsulated contact piece, a sliding bolt provided with a collar orflange, springs to move said bolt in opposite directions, one of saidsprings being arranged to project in the path of the closing drawbridge, and electrical connections from said frame and insulated contactpiece to the main track rails and insulated conductor, respectively,substantially as described.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, on this 20th day of January,A.'D. 1894:.

GEORGE E. MILLER.

WVitnesses:

ALBAN ANDREN, GEORGE T. CUNNINGHAM.

